Classifications

• • H—ELECTRICITY
  • H01—ELECTRIC ELEMENTS
  • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
  • H01M10/00—Secondary cells; Manufacture thereof
  • H01M10/06—Lead-acid accumulators
  • H01M10/12—Construction or manufacture
  • H01M10/121—Valve regulated lead acid batteries [VRLA]
• • H—ELECTRICITY
  • H01—ELECTRIC ELEMENTS
  • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
  • H01M50/00—Constructional details or processes of manufacture of the non-active parts of electrochemical cells other than fuel cells, e.g. hybrid cells
  • H01M50/50—Current conducting connections for cells or batteries
  • H01M50/531—Electrode connections inside a battery casing
  • H01M50/533—Electrode connections inside a battery casing characterised by the shape of the leads or tabs
• • H—ELECTRICITY
  • H01—ELECTRIC ELEMENTS
  • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
  • H01M50/00—Constructional details or processes of manufacture of the non-active parts of electrochemical cells other than fuel cells, e.g. hybrid cells
  • H01M50/50—Current conducting connections for cells or batteries
  • H01M50/531—Electrode connections inside a battery casing
  • H01M50/54—Connection of several leads or tabs of plate-like electrode stacks, e.g. electrode pole straps or bridges
  • H01M50/541—Connection of several leads or tabs of plate-like electrode stacks, e.g. electrode pole straps or bridges for lead-acid accumulators
• • H—ELECTRICITY
  • H01—ELECTRIC ELEMENTS
  • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
  • H01M50/00—Constructional details or processes of manufacture of the non-active parts of electrochemical cells other than fuel cells, e.g. hybrid cells
  • H01M50/50—Current conducting connections for cells or batteries
  • H01M50/543—Terminals
  • H01M50/547—Terminals characterised by the disposition of the terminals on the cells
  • H01M50/55—Terminals characterised by the disposition of the terminals on the cells on the same side of the cell
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
  • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
  • Y02E60/10—Energy storage using batteries
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02P—CLIMATE CHANGE MITIGATION TECHNOLOGIES IN THE PRODUCTION OR PROCESSING OF GOODS
  • Y02P70/00—Climate change mitigation technologies in the production process for final industrial or consumer products
  • Y02P70/50—Manufacturing or production processes characterised by the final manufactured product
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T10/00—Road transport of goods or passengers
  • Y02T10/60—Other road transportation technologies with climate change mitigation effect
  • Y02T10/70—Energy storage systems for electromobility, e.g. batteries

Definitions

• VRLA valve-regulated lead-acid batteries that are suitable for use in hybrid electric vehicles (HEVs) and electric vehicles (EVs).
• HEVs hybrid electric vehicles
• EVs electric vehicles
• HEV battery packs are subjected to multiple charge-discharge cycles below a full state-of-charge (SoC). Such duty can cause a localized, irreversible build-up of lead sulphate. This impairs battery performance. Similar buildups, along with associated high temperatures and uneven temperature gradients can also occur within EV batteries that are subjected to rapid recharge and discharge conditions.
• SoC state-of-charge
• U.S. Patent No. 4,760,001 discloses a battery comprising negative plates made from expanded lead-coated copper having tabs formed by a copper strip extending across the plate.
• the copper strip extends beyond exposed edges of the negative plate to form lugs or tabs on opposite sides of the plate. This leads to sub-optimal location of the tabs with respect to drainage of current and heat.
• lead-coated expanded copper plate are considerably more expensive to make than expanded lead plates.
• such batteries would not be suited to HEV or EV use because of their high cost and additional weight.
• each plate has dual tabs on opposed sides and each tab is connected to a corresponding negative or positive busbar.
• Each of the busbars are in turn connected by diagonally disposed straps.
• the purpose of the dual tabs and straps is to improve the electrical characteristics of the battery.
• the batteries described in the specification would not be suitable for HEV and EV use because they are only 2 volt batteries and the straps add unnecessary weight. Furthermore, the straps absorb valuable space.
• U.S. Patent No. 4,603,093 discloses battery cells having two or more tabs per plate.
• the purpose of the multiple tabs is to improve energy density and power density. This design permits the use of longer shallower plates than previously contemplated. However, the multiple tabs are located on one side of the plate.
• WO 99/40,638 describes cells having plates of the opposite geometry as that described in the specification of U.S. Patent No. 4,603,093. In other words, the plates are narrow and deep.
• tabs are placed on opposite sides of the plate and current from one end is transferred to the other by means of a lead-plated copper strap. This improves current availability because copper is a better conductor than lead.
• this design includes tabs on opposed sides of the plate, it does not contemplate terminals on opposed sides of the battery. Consequently, current still has to be transferred from one side of the plate to the other in order to connect with the relevant terminal. Furthermore, the strap adds to the weight of the battery.
• the present invention provides a valve regulated lead acid (VRLA) cell comprising a positive and negative plate separated by a separator and held together under pressure.
• the pressure applied to the cell lies in the range from 20 to 100 kPa.
• the separator supports therein an electrolyte.
• Each plate has a first single or plurality of tabs on a first side of the plate, and a second single or plurality of tabs on a second side of the plate.
• Each tab is connected to a busbar to form positive and negative busbars on each of the first and second sides of the plate.
• the cell may be a spirally-wound cell, or a prismatic cell.
• the spirally-wound cells may be either 2V cells, or manufactured to produce monoblocs with a total voltage of 4 and higher.
• Spirally -wound cells have current takeoffs at both the top and bottom of the both negative and positive plated (hitherto referred to as spirally-wound batteries with bi-directions current takeoffs).
• the prismatic cell preferably includes a plurality of such positive and negative plates separated by separators. A plurality of cells may be connected in series.
• the invention provides a VRLA battery comprising a plurality of cells joined in series, wherein each cell includes one or more positive and negative plates separated by one or more separators and held together under pressure.
• the pressure applied to the cell lies in the range from 20 to 100 kPa.
• the separator supports therein an electrolyte.
• Each plate has a first single or plurality of tabs on a first side of the plate, and a second single or plurality of tabs on a second side of the plate.
• Each tab is connected to a busbar to form positive and negative busbars on each of the first and second sides of the plate.
• Each cell may be connected to a neighboring cell by welded joints between alternate positive and negative busbars.
• welds are preferably, but not exclusively, through the cell-case wall or over the top of the cell wall.
• Each cell may be independently sealed airtight.
• all the cells in the battery may have a common head-space.
• a plurality of batteries may be connected in series.
• the separator used in the invention can be made of absorptive-glass micro-fiber, or can be compatible with the use of gelled-electrolyte. Alternatively, any separator material that can withstand reasonable levels of compression (for example, pressure greater than 20 kPa) is suitable.
• the invention provides an electric or electric hybrid vehicle (eg., EV or HEV) that includes one or more such cells or batteries.
• EV or HEV electric or electric hybrid vehicle
• the invention provides several advantages.
• VRLA cells and batteries of the invention are light-weight and low cost. Such cells and batteries have the capacity to deliver substantial current flows while in a partial-state-of-charge (PSoC) condition over a large number of cycles.
• PsoC partial-state-of-charge
• cells and batteries according to the present invention maintain a much lower and almost isothermal internal battery temperature, compared to that experienced in prior art designs.
• the dual-tab design does not develop significant temperature gradients during either HEV or PSoC/fast-charge EV duty and does not suffer from preferential sulphation. All these features provide distinct advantages for vehicles applications.
• FIGURE 1 is a top plan view of a valve-regulated lead acid battery in accordance with the invention having a dual-tab, flat-plate arrangement, wherein a lid of the battery case is removed from the view to better show the interior arrangement;
• FIGURE 2 is a bottom plan view of the dual-tab flat-plate battery of FIGURE 1 except with a base of the battery case being removed from the view;
• FIGURE 3 is a side elevation view the dual-tab, flat-plate battery of FIGURES 1 and 2 except with the near sidewall of the battery case being removed from the view partly to show better the inter-cell welding, which is arranged vis-a-vis over the cell wall partitions;
• FIGURE 4 is a side elevation view comparable to FIGURE 3 except showing an alternate arrangement of inter-cell welding, which in this view is arranged not over but through the cell wall partitions;
• FIGURE 5a is a top plan view of an alternate embodiment of a valve-regulated lead acid battery in accordance with the invention having a spirally-wound cell arrangement with bidirectional current takeoffs, showing both positive and negative busbars;
• FIGURE 5b is a side elevation view of a spirally-wound cell with bidirectional current takeoffs of FIGURE 5a, showing busbars at both the top and bottom of the unit;
• FIGURE 6 is a graph showing both end of discharge voltage (EoDV) and temperature (T) profiles, as graphed against number of test cycles, to afford comparison between a representative single-tab battery of the prior art and a flat-plate dual-tab battery in accordance with the invention, under conditions representative of an HEV cycle rate of 2C;
• EoDV end of discharge voltage
• T temperature
• FIGURE 7 is a comparable graph showing end of discharge voltage (EoDV) and temperature (T) profiles, as graphed against number of test cycles, to afford comparison between the given single-tab battery of the prior art and the flat-plate dual-tab battery in accordance with the invention, except under conditions representative of an HEV cycle rate of 4C;
• EoDV end of discharge voltage
• T temperature
• FIGURE 8 is a graph showing only end of discharge voltage (EoDV) profiles, as graphed against number of test cycles, to afford comparison between the given single- tab battery of the prior art and the flat-plate dual-tab battery in accordance with the invention, under conditions representative of PSoC/fast-charge EV duty; and
• FIGURE 9 is a graph showing only temperature (T) profiles, as graphed against number of test cycles, to afford comparison between the given single-tab battery of the prior art and the flat-plate dual-tab battery in accordance with the invention, likewise under conditions representative of PSoC/fast-charge EV duty.
• FIGURE 1 is a top plan view of a valve-regulated lead acid (VRLA) battery 1 in accordance with the invention, which in general comprises a flat-plate arrangement.
• the battery 1 has six cells 2 to 7. Each cell is separated from a neighboring cell by means of cell partitions 8. The cells are encased in a battery casing 9.
• Each cell comprises negative plates 10 separated from positive plates 11 by means of separators 12. As shown in FIGURE 3, each negative plate has tabs 13 and 14 protruding from opposite sides. Similarly, each positive plate has tabs 15 and 16 protruding from opposite sides.
• each of the tabs 16 attached to the positive plates are connected to positive busbars 17 and each of the tabs 14 attached to the negative plates are connected to negative busbars 18.
• the negative busbar 18 of cell 2 is connected to positive busbar 17 of cell 3 by means of inter-cell welded joint 19.
• the negative busbar 18 of cell 3 is connected to the positive busbar 17 of cell 4 by welded joint 20.
• cells 4, 5, 6 and 7 are connected to each other by weld joints 21, 22 and 23, thereby connecting each of the cells in series to form a battery having a nominal capacity of 12 volts.
• FIGURE 3 shows better the inter-cell welding such as arranged vis-a-vis over the cell wall partitions.
• FIGURE 4 is a comparable view to FIGURE 3 except showing an alternate arrangement of inter-cell welding, which in this view is arranged not over but through the cell wall partitions.
• a terminal 24 is connected to the positive busbar 17 of cell 2 and a terminal 25 is connected to the negative busbar 18 of cell 7.
• the battery When viewed from the bottom as in FIGURE 2, the battery has a similar structure with positive busbars 26 connected to positive tabs 15 that are attached to the positive plates and negative busbars 27 connected to tabs 13 that are attached to the negative plates.
• cells 2, 3, 4, 5, 6 and 7 are connected by welded joints 28, 29, 30, 31 and 32 on alternate sides of the battery.
• FIGURE 2 also shows that busbar 26 of cell 2 has positive terminal 34 connected to it and negative busbar 27 of cell 7 has negative terminal 33 connected to it. Therefore, referring to both FIGURES 1 and 2, the battery 1 has two positive terminals and two negative terminals, which is also shown by either FIGURES 3 or 4 in a single view.
• FIGURE 5a is a top plan view of another embodiment of a VRLA battery 40 in accordance with the invention, comprising an arrangement of spirally-wound plates.
• the battery 40 comprises a negative plate 41, a positive plate 421 and a separator 43.
• the positive plate 42 has four positive plate tabs 44 at the top and four positive plate tabs at the bottom.
• negative plate 41 has four negative plate tabs 46 at the top and four negative plate tabs 47 at the bottom.
• the positive plate tabs 44 are connected to positive busbar 48 at the top of the battery and positive plate tabs 45 are connected to positive busbar 49 at the bottom of the battery.
• negative plate tabs 46 are connected to negative busbar 50 at the top of the battery and the negative plate tabs 47 are connected to negative busbar 51 at the bottom of the battery.
• Positive busbar 48 is connected to positive terminal 52
• negative busbar 50 is connected to negative terminal 53
• positive busbar 49 is connected to positive terminal 54
• negative busbar is connected to negative terminal 55.
• FIGURES 6 through 9 provide graphical evaluation of how the flat-plate dual-tab battery 1 in accordance with the invention compares to a representative single-tab battery of the prior art under various conditions representative of HEV duty in some instances and EV duty in another.
• HEV battery packs are required to operate for many cycles below a full SoC. They are also subjected to high charge and discharge currents. The operation of commercially available, VRLA batteries under such duty has been shown to result in localized irreversible formation of lead sulphate in battery plates.
• test cycle would involve the following steps:
• FIGURE 6 it is a graph showing both end of discharge voltage (EoDV) and temperature (T) profiles, as graphed against number of test cycles, to afford comparison between the representative single-tab battery of the prior art and the flat-plate dual-tab battery 1 in accordance with the invention, under conditions representative of an HEV cycle rate of 2C (ie. , charge and discharge occurring at a specified rate, which here corresponds to about 21% A).
• EoDV end of discharge voltage
• T temperature
• the temperature of the prior art battery measured externally at the side of the battery case, increased gradually during operation and reached 65° C at the completion of 6900 HEV cycles (FIG. 6).
• Previous studies have shown that the internal temperatures of batteries can be up to 20° C higher than external temperatures under such duty. Hence, it is considered likely that continued operation of the prior art battery could have resulted in thermal runaway, a condition that can have severe safety implications.
• the temperature of the battery 1 in accordance with the invention remained at 38 ⁇ 2° C through out its cycling period (FIG. 6). This is almost 30° C cooler than that of the prior art battery.
• the battery 1 in accordance with the invention is much less susceptible to temperature increases (and therefor, thermal runaway) under extended HEV operation than the prior art battery. This performance characteristic is very attractive to HEV manufacturers as the cooling requirements are much simplified.
• the lower operating temperature should reduce both corrosion of the positive grid and degradation of the expander used in the negative plate. Moreover, it will minimize the internal resistance of the battery 1 in accordance with the invention.
• the operating temperature of the battery 1 in accordance with the invention under HEV duty is much reduced relative to that of representative prior art batteries having just single current takeoffs.
• the inventive battery 1 provides a considerably longer cycling period between equalization charges than the prior art battery, a factor that is also very attractive to HEV manufactures.
• FIGURE 7 is a graph comparable to FIGURE 6 in that it likewise shows end of discharge voltage (EoDV) and temperature (T) profiles, as graphed against number of test cycles, for comparison of the given single-tab battery of the prior art to the flat-plate dual-tab battery in accordance with the invention, except under conditions representative of an HEV cycle rate of 4C.
• EoDV end of discharge voltage
• T temperature
• test battery 1 in accordance with the invention and the prior art battery were evaluated under an HEV duty (see above) with a charge and discharge rate of 4C.
• the increase in charge and discharge rate from 2C to 4C was expected to cause a considerable increase in the operating temperature of the batteries.
• a temperature probe was inserted in both batteries in the middle of the third cell (from the positive terminal) between the most central negative plate and adjacent separator. The temperature was also monitored externally at the hottest area on the case.
• FIGURE 8 is a graph showing only end of discharge voltage (EoDV) profiles, as graphed against number of test cycles, to afford comparison between the given single- tab battery of the prior art and the flat-plate dual-tab battery in accordance with the invention, except here under conditions representative of partial state-of-charge (PSoQ/fast-charge EV duty.
• EoDV end of discharge voltage
• PSoQ/fast-charge EV duty By way of background, fast charging has been demonstrated as a method for overcoming the limited range of lead-acid powered EVs.
• previous studies have shown that PSoC operation (eg. , continued cycling below a full SoC) can offer remarkable improvements in cycle-life/lifetime energy, available from selected VRLA batteries.
• the battery is discharged from 100% SoC at a given C rate of 21 % A to a nominal 20% SoC (based on Ahs).
• the battery is charge at 6C (129 A) from a nominal 20% SoC until it reaches a nominal 80% SoC (based on Ahs).
• the battery is then discharged at the C rate (21% A) to a nominal 20% SoC (based on Ahs).
• the charge-discharge operation between 20 and 80% SoC without full recharging is referred to as a "PSoC cycle.”
• the PSoC process is continued for 24 PSOC cycles, or until the battery voltage at the end of discharge decreases to 11.1 V, at that point the battery is deemed to be at 10% SoC, eg., an initial PSoC operating window of 20 - 80% has become 10-70% SoC. (Note:-- one set of 24 PSoC cycles is referred to as a "master cycle").
• the results of the cycling expressed in terms of the end-of-discharge voltage (EoDV) at the completion of discharge in Regime 2, are shown in FIGURE 8.
• the EoDV of the prior art battery initially increases in response to a rise in battery temperature, caused by the commencement of fast charging. The EoDV then decreases steadily from 11.75 to 11.45 V during the remainder of the master cycle, presumably as a result of charging inefficiencies.
• the EoDV recovered after equalization charging (Regime 3), but then decreased gradually to 11.45 V during the second master cycle.
• the EoDV after the 1st discharge of the third master cycle had decreased to 11.15 V, compared to 11.45 V during the first and second master cycles.
• the battery 1 in accordance with the invention is more resistant to capacity loss under PSoC/fast-charge duty and, as a consequence, was able to deliver the required number of PSoC cycles throughout all the testing period.
• Both the prior art battery and the battery 1 in accordance with the invention used in these experiments was fitted with three internal thermocouples in order to measure "actual" operating temperature of the batteries during PSoC/fast-charge duty.
• the probes were installed in the third cell and were positioned between the middle negative plate and adjacent separator in the following positions: (i) 1 cm from the top of the cell group;
• FIGURE 9 shows the internal temperature of both batteries at the completion of charging during a typical master cycle.
• a temperature gradient formed quickly in the prior art battery during initial operation. After four cycles, the internal battery temperature reached 90, 75 and 70° C at the top, middle and bottom, respectively. The extent of the rise was surprising, given that the external temperature, measured at the hottest point on the outside of the battery case, was limited to 55° C.
• the internal temperature of the dual-tab battery 1 in accordance with the invention increased gradually during initial PSoC/fast-charge operation, reaching approximately 65° after 15 cycles. During this time, the temperature differential from the top to the bottom of the battery did not exceed 5° C. Hence, the battery 1 in accordance with the invention has both a lower average battery temperature and a reduced internal temperature differential, compared to the single-tab battery of the prior art, when operated under PSoC/fast-charge conditions.
• the hotter battery will experience the highest active-material utilization during discharge.
• the hot battery will also accept the greatest amount of charge for a given charge time and top-of-charge voltage. Given that the top and bottom regions of a battery plate are effectively in parallel, it follows then that if they were at different temperatures, they would experience different degrees of active-material utilization during discharge. Also, the hotter locations would experience a higher degree of overcharge relative to the cooler areas. This situation will lead to undercharging and sulphation of the cooler regions.
• the dual-tab design in accordance with the invention does not develop significant temperature gradients during either HEV or PSoC/fast-charge EV duty. Presumably it is for that reason that the inventive dual-tab battery does not suffer from preferential sulphation.

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• General Chemical & Material Sciences (AREA)
• Engineering & Computer Science (AREA)
• Manufacturing & Machinery (AREA)
• Secondary Cells (AREA)
• Battery Electrode And Active Subsutance (AREA)
• Connection Of Batteries Or Terminals (AREA)

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